North Carolina Logistics Initiative Transportation Model East Carolina University
Greenville, NC
Professor Mark Angolia, Distribution and Logistics Program
East Carolina University, Greenville, NC
Dr. Richard Monroe, Distribution and Logistics Program
East Carolina University, Greenville, NC
Dr. Leslie Pagliari, Associate Dean, College of Technology and Computer Science
East Carolina University, Greenville, NC
NCLI Transportation Model
1. Intent and Purpose
This section provides a percentage comparison estimate for rail mileage/cost and carbon
footprint impact for transportation of equipment returning from overseas for reset and
storage.
2. Background
The Marine Corps returns material and equipment from overseas to Blount Island at the
Port of Jacksonville, FL and then forwards freight to the Marine Corps Logistics Base
(MCLB) in Albany, GA for reset and repair. Equipment can then be sent to prepositioning points or the base in Camp Lejeune, NC.
The Army returns material and equipment from overseas to the Port of Charleston, SC
and then forwards freight to in the Anniston Army Depot in Anniston, AL for reset and
repair. Equipment can then be sent to pre-positioning points or the base in Ft. Bragg, NC.
3. Equipment Move Assumptions
3.1 All Army material is taken through the Port of Charleston, SC.
3.2 All Marine equipment is taken through the Port of Jacksonville, FL
3.3 Material is conveyed as Ro-Ro, bulk, or container shipments.
3.4 Rail movement is by flat car; motor carriage by full truckload quantities/rates
3.5 No intermodal moves are required.
3.6 Port and staging costs at each port studied would be approximately equal, and
therefore do not impact the model and were not included.
3.7 Cost of transport for military equipment is rated using the Standard
Transportation Commodity Code (STCC) 3548420 Military Freight.
4. Model Assumptions
4.1 Flat cars will vary from 60 – 70 feet in length
4.2 Flat car maximum load will vary from 85 – 100 tons
4.3 Rail costs are estimated based on 45 tons of freight per flat car based on
vehicle configurations and size negatively impacting loading density and flat
car weight capacity utilization.
4.4 Rail carrier switching fees = $250 per car
4.5 Price range based on 25 – 50 ton rate CSX rate and/or the Norfolk Southern
mileage/rate estimator
4.6 CSX rail will be available from Castle Hayne, NC to Wallace, NC
4.7 Motor carriage based on 20 ton max cargo, not hazmat or
oversize/overweight.
5. Model Limitations
The model will only provide percentage of cost and carbon footprint reductions.
5.1 Publicly available rates are always negotiated to lower actual transportation
costs. As actual costs cannot be obtained, the public rates are used to
determine percentage of change at a fixed frame of reference
5.2 Carbon footprint is determined by mode of transport and weight carried. As
actual tonnage of move is not available, fixed weights are used for comparison
Page 2 of 19
N
NCLI
Trannsportationn Model
Traansportation Model Overview
w
Porrt of Entryy
C
Charleston, SC
Jaccksonville, FL
L
Moreh
head City, NC
C
Wilm
mington, NC
Resset Facilityy
Albany, GA
An
nniston, AL
Kinston
n, NC
Militaary Locatiion
Camp
C
Lejeunee
F Bragg
Ft.

Trransit distance
o Rail miiles are actual when
w
using CS
SX from point to point
o Rail miiles are estimatted for NS or local carriers baased on highway miles approoximately rail
routing
gs, which do noot always follow
w shortest mottor route
o Motor mileage uses major
m
highways and metro byy-passes wheneever possible

Trransit cost
o CSX co
osts are rated on
o net cargo weeight
o NS cossts are irrespecttive of net carggo weight
o CSX Rail
R carriage ratted using Standdard Transporttation Commerrcial Code (STC
CC) 3548420
Militarry Freight
o Motor costs are ratedd using full trucck load quantityy rates

R Carrier seleection
Rail
o Movem
ments were based on most effficient logisticss distance and costs
c
when alteernative carrierrs
were av
vailable
o Rail sw
witching locatioons were as deffined using CS
SX to NS locatiions

Current fuel surcharges
C
o Based on
o data availabble as of Octobber 2011.

R Carrier tran
Rail
nsit time based on CSX 4Q20010 data
o Averag
ge travel speed of 21 mph
o Averag
ge terminal delay for AL/NC//GA switching points of 32 hours
h

Motor Carrier trravel time
M
o Based on
o single driveer hours of servvice of Januaryy 2011
 11 hour maxximum drive tim
me after 10 connsecutive off duty
d
hours
o Estimaated average truuck speed for southeast
s
US off 55 mph
Page 3 of 19
NCLI Transportation Model
6. Carbon Calculations
Both CSX and Norfolk Southern have carbon calculators based on freight weight and
miles. Since the calculations are a constant based on miles, the percent reduction of
carbon will be on a 1:1 relationship for any change in either rail or truck mileage.
Pounds of CO2 per Ton-Mile
0.054
0.198
Mode of Transport
Rail
Truck
http://www.nscorp.com/nscorphtml/future/carbon%20footprint0407-2.html
http://www.csx.com/index.cfm/customers/tools/carbon-calculator/
Port Capability Comparison
Port
Direct Rail
Loading
Container
Terminals
Break Bulk
Terminals
Bulk
Cargo
Charleston, SC
Jacksonville, FL
Morehead City, NC
Wilmington, NC
CSX
CSX
NS
CSX
X
X
X
X
X
X
X
X
X
X
X
X
Heavy
Lift
Cargo
X
X
http://www.port-of-charleston.com/charleston/inland/railconnections.asp
http://www.jaxport.com/cargo/facilities/blount-island
http://www.ncports.com/port_of_morehead_city_facilities.htm
http://www.ncports.com/port_of_wilmington_facilities.htm
Military Contacts at CSX
http://www.csx.com/index.cfm/customers/commodities/military/
Page 4 of 19
RORO
X
X
X
X
NCLI Transportation Model
Rail Freight Analysis Methodology
Publicly available tools are used to define distance and cost between the current ports of
entry for the Army and Marines, with transportation to their respective east coast reset
facilities and Ft. Bragg and Camp Lejeune in North Carolina. Alternatives are provided
using Morehead City and Wilmington, NC for port of entry, with a centrally located reset
facility in Kinston, NC. The rail model is based exclusively on movements by flat car for
military freight with no intermodal moves. Costs are based upon rail transportation and
switching costs using publicly available pricing from CSX Transportation and Norfolk
Southern.
Cost was developed using the CSX Price Look-Up tool, available for non-customer
access. This tool provides cost per 100# at various cargo net weights and standard
transportation carrier codes (STCC), for non-interline moves on CSX. The tool allows
for point of origin and destination, providing rail mileage and fuel surcharge. The
information was used as the basis for the CSX cost model data using a military freight
STCC 3548420.
The CSX Price Look-Up tool would not cost inter-line moves/through rates, i.e. moves
that started on CSX and ended on a non CSX carrier. Therefore, costing was based on
rail cost model “rule 11”, in which pricing is provided by each carrier as they move
freight from point to point using their proprietary rail. The estimate used CSX direct
price where available, and the NS table for subsequent point to point moves. In addition,
a $250 fee was assessed for switch points when the carrier changed.
For a comparison and model validity check, costs were also calculated using a Norfolk
Southern (NS) rate table. This NS table showed rates for mileage ranges, for military
freight transported on heavy duty flat cars. The table was for empty flat car moves, and
as such was irrespective of cargo weight.
To maintain model to model integrity, the car switching fee was included, as well as the
CSX model fuel surcharge fees.
The average rail car travels at approximately 21 miles per hour, after spending an average
of 32 hours in a terminal waiting to be hooked up to a locomotive, to be hauled to another
terminal, based on CSX performance reporting for Q4 2010. Rail car speeds are an
average for all types of rail cars. Terminal transfer times are based on data available for
Alabama, Georgia, and North Carolina.
http://shipcsx.com/public/ec.shipcsxpublic/Main?module=public.pricing
http://www.nscorp.com/mktgpublic/publicprices
http://www.railroadpm.org/
http://www.railroadpm.org/home/RPM/Performance%20Reports/CSX.aspx
Page 5 of 19
NCLI Transportation Model
Rail Service Availability by Location
Location
CSX
Norfolk
Transportation
Southern
Port
n/a
Available
Port
Available
n/a
Army Reset Movements
Port
Available
Available
Reset Depot
n/a
Available
1
Base
Available
n/a
Marine Corps Reset Movements
Port
Available
Available2
Reset Depot
n/a
n/a3
Base
n/a
Available4
Description
Morehead City, NC
Wilmington, NC
Charleston, SC
Anniston, AL
Fort Bragg, NC
Jacksonville, FL
Albany, GA
Camp Lejeune, NC
Other
GFRR
CPLJ
1 CSX transfers to Cape Fear RR (CF) at Fayetteville, NC
2 CSX direct load at Blount Island, FL and transfers to NS in Jacksonville, FL
3 NS ends at Sparks, GA and transfers to Georgia Florida RR (GFRR)
4 NS ends at Havelock, NC and transfers to Camp Lejeune RR (CPLJ)
Typical Equipment and Weights
Vehicle
Max
GVW
(tons)
Length
(feet)
Per Rail
Flat Car
Total
Tons
LAV
Light Armored Vehicle
14
22
3
42
MTVR
Medium
Tactical Vehicle
Replacement
15
27
2
30
MRAP
Mine Resistant Ambush
Vehicle
29
29
2
58
http://www.army-technology.com/projects/rg33-mrap/
http://www.oshkoshdefense.com/products/6/mtvr#
Page 6 of 19
NCLI Transportation Model
Army Reset Logistics: Option 1A – Use Wilmington, NC as Port of Entry
Total
Transportation
Rail
CSX
NS
Transit
Route
Miles
Cost Model
Cost Model
Hours
Charleston, SC –
Anniston, AL –
885
$ 9,992
$ 6,385
106
Ft. Bragg, NC
Wilmington, NC –
Kinston, NC –
297
$ 7,902
$ 3,972
78
Ft. Bragg, NC
Percent Reduction
66%
21%
38%
26%
# of
CO2
2,151
722
66%
The table above defines the baseline distance and costs for movements of a single train
flat car carrying an estimated load of 45 short tons (90,000 #), for the entry at the Port of
Charleston, SC and transport to Anniston, AL for reset.
This would yield an approximate 66% reduction in rail miles and pounds of CO2 from the
baseline. Transit time is reduced by approximately 26%, and the corresponding cost
reduction ranges between 21% for estimated “point to point”, and 38% for estimated
“through rate” costing.
The baseline freight movement from Charleston, SC was routed to Atlanta via CSX, and
transferred to NS for the final movement into Anniston. The post-reset routing to Ft.
Bragg was to Columbia, SC via NS, and then transfer to CSX. The comparison shows
cargo coming into the Port of Wilmington, NC and moving directly by CSX rail to a reset
facility in Kinston, NC and then to Fort Bragg.
Army Reset Logistics: Option 2A – Use Morehead City as Port of Entry
Total
Transportation
Rail
CSX
NS
Transit
Route
Miles
Cost Model
Cost Model
Hours
Morehead City, NC –
Kinston, NC –
225
$ 5,431
$ 3,542
43
Fort Bragg, NC
Percent Reduction
75%
46%
45%
60%
# of
CO2
547
75%
As an alternative, option 2A shows cargo coming into the Port of Morehead City, NC and
moving to Kinston, NC via NS for reset. The post reset move to Fort Bragg is via NS
and then CSX.
This would yield an approximate 75% reduction in rail miles and pounds of CO2 from the
baseline. Transit time is reduced by approximately 60%, and the corresponding cost
reduction ranges between 45% based on estimated “through rate”, and 46% for estimated
“point to point” costing.
Page 7 of 19
NCLI Transportation Model
Marine Corps Reset Logistics: Option 1M – Use Morehead City as Port of Entry
Total
Transportation
Rail
CSX
NS
# of
Transit
Route
Miles
Cost Model
Cost Model
CO2
Hours
Jacksonville, FL –
Albany, GA –
908
$ 13,017
$ 7,291
171
2,206
Camp Lejeune, NC
Morehead City, NC –
Kinston, NC –
154
$ 4,600
$ 3,174
39
374
Camp Lejeune, NC
Percent Reduction
83%
65%
56%
77%
83%
The table above defines the baseline distance and costs for movements of a single train
flat car carrying an estimated load of 45 short tons (90,000 #), for the entry at Blount
Island at the Port of Jacksonville, FL and transport to the Marine Corps Logistics Base
(MCLB) in Anniston, AL for reset.
This would yield an approximate 83% reduction in rail miles and pounds of CO2 from the
baseline. Transit time is reduced by approximately 77%, and the corresponding cost
reduction ranges between 56% based on estimated “through rate”, and 65% for estimated
“point to point” costing.
The baseline freight movement from Jacksonville, FL was routed to Georgia, southeast of
Anniston, and transferred to the Georgia Florida Rail Road (GFRR), which services the
Marine Corps Logistics Base (MCLB) from the south. The post-reset routing to Ft.
Bragg was GFRR to a CSX line in Thomasville, GA for transit to Goldsboro, NC to NS,
where it is conveyed by Havelock, and finally transferred to the Camp Lejeune Rail Road
(CPLJ) for delivery. The comparison shows cargo coming into the Port of Morehead
City, NC and moving by NS to Kinston, NC for reset. The post-reset routing is NS to
Havelock, NC and transferring to CPLJ RR to Camp Lejeune.
Marine Corps Reset Logistics: Option 2M – Use Wilmington, NC as Port of Entry
Total
Transportation
Rail
CSX
NS
# of
Transit
CO2
Route
Miles
Cost Model
Cost Model
Hours
Wilmington, NC –
Kinston, NC –
227
$ 7,072
$ 3,543
75
552
Camp Lejeune, NC
Percent Reduction
75%
46%
51%
56%
75%
As an alternative, option 2M shows cargo coming into the Port of Wilmington, NC and
moving to Kinston, NC via a proposed link between Castle Hayne and Wallace, NC.
Post reset move to Camp Lejeune is via CSX to Goldsboro, NS to Havelock, and CPLJ
RR to Camp Lejeune. This would yield an approximate 75% reduction in rail miles and
pounds of CO2 from the baseline. Transit time is reduced by approximately 56%, and the
corresponding cost reduction ranges between 46% for estimated “point to point”, and
51% for estimated “through rate” costing.
Page 8 of 19
NCLI Transportation Model
Additional Army Base Movements by Rail
Transportation Miles
Mileage
Port of
To / From
Charleston
Ft. Drum, NY
1,633
Ft. Campbell,
537
KY
Ft. Stewart,
618
GA
Port of
Wilmington
996
Mileage
Reduction
637
Percent
Reduction
39%
# of CO2
Reduction / TL
1,548
978
(441)
(82%)
(1,072)
564
54
9%
131
Reduction
(hours)
30
(53)
3
Percent
Reduction
21%
(59%)
2%
Total Time in Transit
Transit Time
Port of
To / From
Charleston
Ft. Drum, NY
141
Ft. Campbell, KY
90
Ft. Stewart, GA
125
Total Estimated Cost
Estimated Cost
Port of
To / From
Charleston
Ft. Drum, NY
$10,802
Ft. Campbell, KY
$ 7,831
Ft. Stewart, GA
$ 7,897
Port of
Wilmington
111
143
123
Port of
Wilmington
$ 8,356
$ 9,326
$ 7,860
Savings per
Rail Car
$ 2,446
($ 1,495)
$
37
Percent
Savings
23%
(19%)
0%
The above estimates compare movement of Army equipment from their baseline
movement from the Port of Charleston, SC, to Anniston, Alabama and then on to three
separate bases in Georgia, Kentucky, and New York. The Port of Wilmington was used
as a baseline for comparison.
The move to Ft. Drum, NY carried the most benefit, while the moves to Ft. Campbell and
Ft. Steward do not represent an opportunity.
Page 9 of 19
NCLI Transportation Model
Truck Freight Analysis Methodology
Motor carrier mileage and rates were based on legal loading and size movements of
“freight all kinds” (FAK) shipments for current eastern seaboard and North Carolina port.
A baseline using existing Army and Marine port of entry to existing reset facilities was
created, and compared to a reset facility in Kinston, NC from a “generic” NC port to
simplify the comparison.
The generic NC port used an “average” distance of 80 miles from port reset in Kinston,
NC. This was developed since the distance from the Port of Morehead City to Kinston is
71 miles, and Port of Wilmington to Kinston is 89 miles. The range of shipments, and
average 80 mile distance, fall into a standard short haul (minimum) cost rate for full truck
load moves. This allowed for a simplified estimating process.
Actual mileage and costs estimates were obtained from a major 3PL company for
movement of FAK from Jacksonville, FL, Charleston, SC and Wilmington, NC to all
military installations in NC. These rates provided either an actual or a foundation to
estimate other moves in the model.
In addition, rates were determined using a publicly available tool for freight cost
estimation. Mileage and costs from each source were compared and an average rate was
developed using the two sources, with the exception of short haul fees within NC, in
which case the 3PL actual rates were used.
Transit time was calculated based on a single driver, which correlates to the cost estimate
methodology. Using a single over the road driver, a motor carrier may only drive 11
hours, and then take a mandate rest period of 10 hours. Therefore, transit time in the
model account for rest periods. Note that rest periods may be eliminated by two driver
teams, but this is not used.
The average speed for travel is 55 mph based on Department of Transportation data mph
for the eastern US corridors relating to this study. The DOT buffer indexes for reliability
were not factored in, which discounts late delivery due to unforeseen traffic delays.
CO2 estimates were developed for a standard 30,000 pound load, using the standard
pounds per ton-mile estimator provided through Norfolk Southern rail road.
http://www.globalshippingcosts.com/calc/index.php?type_cargo=land
http://www.fmcsa.dot.gov/rules-regulations/topics/hos/index.htm
http://www.ops.fhwa.dot.gov/freight/freight_analysis/perform_meas/fpmtraveltime/
http://www.ops.fhwa.dot.gov/freight/freight_analysis/state_info/north_carolina/nc.htm
Page 10 of 19
NCLI Transportation Model
Army Motor Carriage Analysis
Transportation Miles
Mileage
Port of NC Port
To / From
Charleston of Entry
Ft. Bragg, NC
890
169
Ft. Drum, NY
1,514
823
Ft. Campbell, KY
705
755
Ft. Stewart, GA
747
456
Total Time in Transit
Transit Time
Port of
To / From
Charleston
Ft. Bragg, NC
26.2
Ft. Drum, NY
47.5
Ft. Campbell, KY
22.8
Ft. Stewart, GA
23.6
Total Estimated Cost
Estimated Cost
Port of
To / From
Charleston
Ft. Bragg, NC
$ 3,340
Ft. Drum, NY
$ 5,525
Ft. Campbell, KY
$ 2,529
Ft. Stewart, GA
$ 2,653
Mileage
Reduction
721
691
(50)
291
NC Port
of Entry
3.1
25.0
23.7
8.3
NC Port
of Entry
$ 846
$ 3,141
$ 2,869
$ 1,836
Percent
Reduction
81%
46%
(7%)
39%
# of CO2
Reduction / TL
2,141
2,052
(149)
864
Reduction
(hours)
23.1
22.6
(0.9)
15.3
Savings per
Truck Load
$ 2,494
$ 2,384
$ (341)
$ 817
Percent
Reduction
88%
47%
(4%)
65%
Percent
Savings
75%
43%
(13%)
31%
The tables above compare baseline distance and cost for legal loading weight truck
transportation for Army equipment. The comparison is between port of entry at
Charleston, SC to the current reset facility in Anniston, AL, and port of entry in North
Carolina to a reset facility in Kinston, NC. Mileage and cost is then added to each Army
base from the respective reset facilities.
The largest improvement is to Ft. Bragg, NC with an approximate 81% reduction in truck
miles and pounds of CO2 from the baseline. The corresponding transit time reduction is
approximately 88%, with an approximate 75% cost reduction, based on full truckload
pricing.
The moves to Ft. Drum, NY and Ft. Stewart, GA carried the most benefit, while the move
to Ft. Campbell, KY does not represent an opportunity.
Page 11 of 19
NCLI Transportation Model
Marine Corps Motor Carriage Analysis
Transportation Miles
Mileage
Port of
To / From
Jacksonville
Camp
760
Lejeune, NC
NC Port
of Entry
Mileage
Reduction
Percent
Reduction
# of CO2
Reduction / TL
132
628
83%
1,865
Total Time in Transit
Transit Time
Port of
To / From
Jacksonville
Camp Lejeune, NC
23.8
Total Estimated Cost
Estimated Cost
Port of
To / From
Jacksonville
Camp Lejeune, NC
$ 2,739
NC Port
of Entry
2.4
NC Port
of Entry
$ 774
Reduction
(hours)
21.4
Percent
Reduction
90%
Savings
per TL
$ 1,965
Percent
Reduction
72%
The tables above compare baseline distance and cost for legal loading weight truck
transportation for Marine equipment. The comparison is between port of entry at
Jacksonville, FL to the current reset facility in Albany, GA, and port of entry in North
Carolina to a reset facility in Kinston, NC. Mileage and cost is then added to provide
transportation to Camp Lejeune.
From the baseline, there is an approximate 83% reduction in truck miles and pounds of
CO2 from the baseline. The corresponding transit time reduction is approximately 90%,
with a cost reduction of approximately 72%, based on full truckload pricing.
Page 12 of 19
NCLI Transportation Model
Travel Time: Reset Facility to Military Location
Army Motor Transit Time Comparison: Reset to Military Location
Anniston, AL Kinston, NC
Hours
Percent
To / From
(hours)
(hours) Reduction Reduction
Ft. Bragg, NC
8.6
1.6
7.0
81%
Ft. Drum, NY
29.9
23.5
6.4
21%
Ft. Campbell, KY
5.2
22.3
(17.1)
(327%)
Ft. Stewart, GA
6.0
6.8
(0.9)
(14%)
Army Rail Transit Time Comparison: Reset to Military Location
Anniston, AL Kinston, NC
Hours
Percent
To / From
(hours)
(hours) Reduction Reduction
Ft. Bragg, NC
55.3
39.3
16.0
29%
Ft. Drum, NY
90.9
73.9
17.0
19%
Ft. Campbell, KY
47.8
105.0
(57.2)
(120%)
Ft. Stewart, GA
83.6
85.3
(1.7)
(2%)
Marine Corps Transit Time Comparison: Reset to Military Location
Transit Time
Albany, GA Kinston, NC Reduction
Percent
Mode
To / From
(hours)
(hours)
(hours) Reduction
Motor Camp Lejeune, NC
9.7
0.9
8.8
90%
Rail
Camp Lejeune, NC
129.1
37.2
91.9
71%
The above tables summarize the transit times from the reset facilities to their associated
military destinations. The tables can be used for comparison along with the total transit
times to determine where the largest net benefit is derived.
Moves originating and ending within North Carolina show the most benefits it both total
and post reset transit time. The next most beneficial is the movement to Ft. Drum, NY
based on its northern US location.
The benefit for servicing Ft. Stewart, GA is primarily the reduction for movement from
port of entry to reset. The baseline post reset distance/transit times are approximately the
same as a Kinston, NC reset and transit to Ft. Stewart, GA.
The total transit distance/time to Ft. Campbell, KY is essentially the same, but post reset
movement from NC is extremely disadvantaged due to the proximity of Anniston, Al to
Ft. Campbell, KY.
Page 13 of 19
N
NCLI
Trannsportationn Model
http:///www.bytraain.org/quickklinks/pdf/ncc_railmap_10.pdf
Page 14 of 19
N
NCLI
Trannsportationn Model
http:///sccommercce.com/sites//default/filess/document__directory/Raail_Plan__Souuth_Carolina_
_State_Rail__Plan_2008__Part_3_Exiisting_System
m_Wilbur_S
Smith_Assocc
iates__2009.pdf
P
Page
15 of 19
N
NCLI
Trannsportationn Model
http:///www.dot.sttate.ga.us/maps/Documeents/railroadd/Georgia_Raail_Map_2004.pdf
P
Page
16 of 19
N
NCLI
Trannsportationn Model
http://ww
ww.dot.state.ffl.us/rail/pubblications.shttm
Page 17 of 19
NCLI Transportation Model
http://www.dot.state.al.us/images/RailMapF.pdf
Page 18 of 19
NCLI Transportation Model
CSX to Norfolk Southern Switching Points by State
AL
AL
AL
AL
AL
AL
AL
AL
AL
AL
AL
AL
AL
AL
AL
AL
AL
AL
AL
Autauga Creek
Autauga Dtc
Bell Street
Bessemer
Birmingham
Birmingham TOFC
Caictf
Calera
Coosa Pines
Decatur
Ensley
Lemoyne
Mobile
Montgomery
Montgomery TOFC
Opelika
Sibert Os
South Birmingham
Stevenson
FL
FL
FL
FL
FL
FL
FL
FL
FL
Edgewood
Grand Junction Os
Jacksonvil Acorn St
Jacksonvil Moncrief
Jacksonville
Jacksonville Fec
Jacksonville TOFC
Jacksonvl Market St
Lake City
GA
GA
GA
GA
GA
GA
GA
GA
GA
GA
GA
GA
GA
GA
GA
GA
Atlanta
Augusta
Augusta Aei 02
Augusta Yard Cp
Augusta Yard Limite
Broad Street Dtc
Brunswick
Cordele
Gainesville
Harrisonville
Jesup
Madison
Old Yard
Savannah
South Jesup
Valdosta
NC
NC
NC
NC
NC
NC
NC
NC
NC
NC
NC
NC
NC
NC
NC
Charl TOFC
Charlotte
Durham
Fayetteville
Goldsboro
Greenville
High Point
Lee Creek
Lexington
North Wilson
Raleigh
Selma
Wadesboro
Wilson
Winston Salem
SC
SC
SC
SC
SC
SC
SC
SC
SC
SC
SC
Berkeley
Catawba
Charleston
Charleston Coop Yd
Charleston TOFC
Columbia
Giant
Newberry
Orangeburg
Spartanburg
Spartanburg Wye Cp
VA
VA
VA
VA
VA
VA
VA
VA
VA
VA
VA
VA
VA
VA
VA
Franklin
Franklin Dd
Glasgow
Hopewell
Lynchburg
Norfolk
Petersburg
Portsmouth TOFC
Richmond
Richmond Acca
Richmond Fulton
Richmond TDSI
Richmond TOFC
Suffolk
Waynesboro
Page 19 of 19